Studs for a tire

ABSTRACT

A tire includes a carcass, a tread band having a radially outer tread surface and a plurality of radially extending recesses, and an anti-slip structure disposed in one of the radially extending recesses. The anti-slip structure includes a first end portion, a second triangular middle portion, and a third triangular end portion. The third end portion includes three radially extending projections for providing traction over ice. The shape of the radially extending recess corresponds to the shape of the anti-slip structure such that the anti-slip structure is both radially and rotationally secured within the recess relative to the tread band of the tire.

FIELD OF THE INVENTION

The present invention relates generally to studs for a tire and, moreparticularly, to studs for a winter tire.

BACKGROUND OF THE INVENTION

Since the advent of the powered wheel, man has searched for means toenhance the traction of the wheel with the surface upon which itoperates. Early on, the wide steel driving wheels of steam poweredtraction machinery were equipped with massive steel lugs, which bit intothe earth and gave the wheel the traction required to pull a number ofbreaking or turning plows through the earth. The wide wheels werenecessary to provide the area required and support the tractor againstsinking into the earth. The lugs provided the grip in the soil requiredto pull the plows.

The coming of the horseless carriage created an entirely new set ofproblems, as it was nothing more than a motorized adaptation of ahorse-drawn vehicle, having free-turning wheels, which were meant to bepulled across the earth, rather than propelled by the powered rotationof the wheels. It was soon discovered that the steel band, or tire, thatencircled the wooden wheel rims, was only suitable for use onhard-packed and dry surfaces. From this discovery, there evolved thewider solid rubber and subsequently the pneumatic tire.

Since the evolution of the pneumatic tire, great effort has beendedicated in the search for means to improve the traction of the drivingwheels of all manner of vehicles upon the surface and under theconditions which they must operate. Water, mud, and snow are three ofthe most difficult conditions to address with a modern vehicle tire.Each of these conditions requires a specific tire tread suited either to“channelize” the water away from the tire or grip the soft or slipperysurface and either bring more material under the tread area or compactthe material to provide a suitably stable driving surface. Theseconditions however, pale by comparison with the problems encounteredwhen operating a wheeled vehicle on an ice covered surface.

No amount of tread, ribs, bars, and/or other such means are effectiveupon a surface of solid ice. While time-honored detachable tire chainsor cleats provide a measure of traction under these conditions, theiruse has never been popular due to the difficulty of installation/removaland the bone-shaking ride which they impart to a vehicle employing them.

In an attempt to solve these problems, the conventional “studded tire,”which comprises a tread area which includes a number of hard stud-likeprojections which extend a short distance beyond the face of the treadto slightly penetrate the surface of the ice and thereby provide alimited mount of traction between tire and iced roadway, was developed.However, a studded tire with improved ice traction over conventionalstudded tires would be desirable.

SUMMARY OF INVENTION

A tire in accordance with the present invention includes a carcass, atread band having a radially outer tread surface and a plurality ofradially extending recesses, and an anti-slip structure disposed in oneof the radially extending recesses. The anti-slip structure includes afirst end portion, a second triangular middle portion, and a thirdtriangular end portion. The third end portion includes three radiallyextending projections for providing traction over ice. The shape of theradially extending recess corresponds to the shape of the anti-slipstructure such that the anti-slip structure is both radially androtationally secured within the recess relative to the tread band of thetire.

In accordance with another aspect of the present invention, the threeradially extending projections each have semi-spherical end portions forengaging the ice.

In accordance with still another aspect of the present invention, thethree radially extending projections each extend obliquely relative tothe radially outer tread surface.

In accordance with yet another aspect of the present invention, thethree radially extending projections each extend perpendicularlyrelative to the radially outer tread surface.

In accordance with still another aspect of the present invention, thefirst end portion of the anti-slip structure has a circular shape.

In accordance with yet another aspect of the present invention, thefirst end portion of the anti-slip structure has a triangular shape.

In accordance with still another aspect of the present invention, thethird triangular end portion is wider than the second triangular middleportion.

In accordance with yet another aspect of the present invention, thethree radially extending projections are pins inserted intocorresponding recesses in the third triangular end portion.

DEFINITIONS

The following definitions are controlling for the disclosed invention.

“Apex” refers to a wedge of rubber placed between the carcass and thecarcass turnup in the bead area of the tire, usually used to stiffen thelower sidewall of the tire.

“Aspect ratio” of the tire means the ratio of its section height (SH) toits section width (SW) multiplied by 100% for expression as apercentage.

“Annular” means formed like a ring.

“Axial” and “axially” mean lines or directions that are parallel to theaxis of rotation of the tire; synonymous with “lateral” and “laterally.”

“Bead” means that part of the tire comprising an annular tensile memberwrapped by ply cords and shaped, with or without other reinforcementelements such as flippers, chippers, apexes, toe guards and chafers, tofit the design rim.

“Belt reinforcing structure” means at least two layers of plies ofparallel cords, woven or unwoven, underlying the tread, unanchored tothe bead, and having both left and right cord angles in the range from17 degrees to 27 degrees with respect to the equatorial plane of thetire.

“Belt structure” means at least two annular layers or plies of parallelcords, woven or unwoven, underlying the tread, unanchored to the bead,and having both left and right cord angles in the range from 17 degreesto 27 degrees with respect to the equatorial plane of the tire.

“Bias ply tire” means a tire having a carcass with reinforcing cords inthe carcass ply extending diagonally across the tire from bead core tobead core at about a 25 degree to 50 degree angle with respect to theequatorial plane (EP) of the tire. Cords run at opposite angles inalternate layers.

“Breakers” refers to at least two annular layers or plies of parallelreinforcement cords having the same angle with reference to theequatorial plane of the tire as the parallel reinforcing cords incarcass plies.

“Buffed” means a procedure whereby the surface of an elastomeric treador casing is roughened. The roughening removes oxidized material andpermits better bonding.

“Building Drum” refers to a cylindrical apparatus on which tirecomponents are placed in the building of a tire. The “Building Drum” mayinclude apparatus for pushing beads onto the drum, turning up thecarcass ply ends over the beads, and for expanding the drum for shapingthe tire components into a toroidal shape.

“Carcass” means the tire structure apart from the belt structure, tread,undertread, and sidewall rubber over the plies, but including the beads.

“Casing” means the carcass, belt structure, beads, sidewalls, and allother components of the tire including a layer of unvulcanized rubber tofacilitate the assembly of the tread, the tread and undertread beingexcluded. The casing may be new, unvulcanized rubber or previouslyvulcanized rubber to be fitted with a new tread.

“Center plane” means the plane perpendicular to the axis of rotation ofthe tread and passing through the axial center of the tread.

“Circumferential” means lines or directions extending along theperimeter of the surface of the annular tire parallel to the equatorialplane (EP) and perpendicular to the axial direction.

“Chafers” refers to narrow strips of material placed around the outsideof the bead to protect cord plies from the rim, distribute flexing abovethe rim, and to seal the tire.

“Chippers” mean a reinforcement structure located in the bead portion ofthe tire.

“Cord” means one of the reinforcement strands of which the plies in thetire are comprised.

“Design rim” means a rim having a specified configuration and width. Forthe purposes of this specification, the design rim and design rim widthare as specified by the industry standards in effect in the location inwhich the tire is made. For example, in the United States, the designrims are as specified by the Tire and Rim Association. In Europe, therims are as specified in the European Tyre and Rim TechnicalOrganisation—Standards Manual and the term design rim means the same asthe standard measurement rims. In Japan, the standard organization isThe Japan Automobile Tire Manufacturer's Association.

“Design rim width” is the specific commercially available rim widthassigned to each tire size and typically is between 75% and 90% of thespecific tire's section width.

“Equatorial plane (EP)” means the plane perpendicular to the tire's axisof rotation and passing through the center of its tread.

“Filament” refers to a single yarn.

“Flipper” refers to reinforcing fabric around the bead wire for strengthand to tie the bead wire into the tire body.

“Footprint” means the contact patch or area of contact of the tire treadwith a flat surface at zero speed and under normal load and pressure.

“Groove” means an elongated void area in a tread that may extendcircumferentially or laterally about the tread in a straight, curved, orzigzag manner. Circumferentially and laterally extending groovessometimes have common portions. The “groove width” is equal to treadsurface occupied by a groove or groove portion, the width of which is inquestion, divided by the length of such groove or groove portion; thus,the groove width is its average width over its length. Grooves may be ofvarying depths in a tire. The depth of a groove may vary around thecircumference of the tread, or the depth of one groove may be constantbut vary from the depth of another groove in the tire. If such narrow orwide grooves are of substantially reduced depth as compared to widecircumferential grooves which they interconnect, they are regarded asforming “tie bars” tending to maintain a rib-like character in the treadregion involved.

“Inboard side” means the side of the tire nearest the vehicle when thetire is mounted on a wheel and the wheel is mounted on the vehicle.

“Inner” means toward the inside of the tire and “outer” means toward itsexterior.

“Lateral” means an axial direction.

“Lateral edge” means the axially outermost edge of the tread as definedby a plane parallel to the equatorial plane and intersecting the outerends of the axially outermost traction lugs at the radial height of theinner tread surface.

“Leading” refers to a portion or part of the tread that contacts theground first, with respect to a series of such parts or portions, duringrotation of the tire in the direction of travel.

“Net contact area” means the total area of ground contacting treadelements between the lateral edges around the entire circumference ofthe tread divided by the gross area of the entire tread between thelateral edges.

“Net-to-gross ratio” means the ratio of the tire tread rubber that makescontact with a hard flat surface while in the footprint, divided by thearea of the tread in the footprint, including non-contacting portionssuch as grooves.

“Nominal rim diameter” means the average diameter of the rim flange atthe location where the bead portion of the tire seats.

“Normal inflation pressure” refers to the specific design inflationpressure and load assigned by the appropriate standards organization forthe service condition for the tire.

“Normal load” refers to the specific design inflation pressure and loadassigned by the appropriate standards organization for the servicecondition for the tire.

“Outboard side” means the side of the tire farthest away from thevehicle when the tire is mounted on a wheel and the wheel is mounted onthe vehicle.

“Pantographing” refers to the shifting of the angles of cordreinforcement in a tire when the diameter of the tire changes, e.g.during the expansion of the tire in the mold.

“Ply” means a continuous layer of rubber-coated parallel cords.

“Pneumatic tire” means a laminated mechanical device of generallytoroidal shape (usually an open torus) having beads and a tread and madeof rubber, chemicals, fabric and steel or other materials. When mountedon the wheel of a motor vehicle, the tire through its tread providestraction and contains the fluid or gaseous matter, usually air, thatsustains the vehicle load.

“Radial” and “radially” mean directions radially toward or away from theaxis of rotation of the tire.

“Section height” means the radial distance from the nominal rim diameterto the outer diameter of the tire at its equatorial plane.

“Shoulder” means the upper portion of sidewall just below the treadedge. Tread shoulder or shoulder rib means that portion of the treadnear the shoulder.

“Tread Width” means the arc length of the tread surface in the axialdirection, that is, in a plane parallel to the axis of rotation of thetire.

“Undertread” refers to a layer of rubber placed between a reinforcementpackage and the tread rubber in a tire.

“Unit tread pressure” means the radial load borne per unit area (squarecentimeter or square inch) of the tread surface when that area is in thefootprint of the normally inflated and normally loaded tire.

“Wedge” refers to a tapered rubber insert, usually used to minimizecurvature of a reinforcing component, e.g. at a belt edge.

“Wings” means the radial inward extension of the tread located at axialextremes of the tread, the inner surface of the wing being an extensionof the inner casing contacting surface of the tread.

“Year-round” means a full calendar year through each season. Forexample, a snow tire is not designed for year-round use since it createsobjectionable noise on dry road surfaces and is designed to be removedwhen the danger of snow is passed.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be described by way of example and with reference tothe accompanying drawings in which:

FIG. 1 is a schematic perspective view of an example tire for use with astructure in accordance with the present invention.

FIG. 2 is a schematic detail view of part of the tire of FIG. 1 with astructure in accordance with the present invention.

FIG. 3 is a schematic detail view of part of the structure of FIG. 2.

FIG. 4 is a schematic detail view of an alternative construction of partof the structure of FIG. 2.

FIG. 5 is a schematic detail view of another alternative construction ofpart of the structure of FIG. 2.

DETAILED DESCRIPTION OF AN EXAMPLE EMBODIMENT OF THE PRESENT INVENTION

FIG. 1 shows a cross-section of an example tire 1 for use with thepresent invention. The tire 1 comprises a torus-shaped carcass 2, of theradial or of the cross-ply type, comprising a resistant structure whichis formed by at least a rubberized fabric ply 4 reinforced with textileor metal cords and having turnup ends 6 each fixed to a pair ofcircumferentially unextendable, preferably metallic, annular core, knownand referred to hereinbelow as reinforcing bead cores 8. The bead cores8 are provided with rubber filling apexes 12. The zone of the exampletire 1 comprising the bead core 8 and filling apex 12 forms the bead,intended for fixing the tire 1 to a corresponding mounting rim (notshown).

The carcass 2 has arranged on it, in a known manner, a surface 35 of atread band 34 which is intended for the rolling contact of the exampletire 1 on the ground and is provided with a raised pattern comprisinggrooves 22 formed in the thickness of the tread band 34 and defines aplurality of blocks and/or ribs 18. The combination of these structuralelements, in various configurations, may produce different treadpatterns which are generally optimized for different applications of theexample tire 1.

Together with the carcass 2 of the example tire 1, a belt structure 26is arranged on the crown of the carcass, in between the carcass ply 4and the tread band 34, axially extending from one side to the other ofthe example tire, i.e. as wide as the tread band 34. The belt structure26 may include at least two rubberized fabric strips 28, 30, radiallysuperimposed with textile and/or metallic reinforcing cords parallel toone another in each strip, mutually intersecting with those of theadjacent strip and with respect to the equatorial plane EP of theexample tire 1. The belt structure 26 may also include a radiallyoutermost strip 32, or overlay, with textile and/or metallic reinforcingcords, oriented at about 0 degrees relative to a circumferentialdirection of the example tire 1.

The thickness of the tread band 34 may be between 8 mm and 24 mm, andmore specifically, between 15 mm and 16 mm for passenger tires, between8 mm and 11 mm for light truck tires, and between 18 mm and 24 mm formedium truck tires. The tread band 34 may be constructed of a compoundgenerally suitable for winter usage, and specifically suited for winterusage with studs. The tread band 34 may have, inserted in it, aplurality of structures 100 in accordance with the present invention.The structures 100 may provide anti-slip elements for enhanced snow andice traction and braking.

As shown in FIG. 3, the structures 100 may be received incorrespondingly shaped recesses 3 for securing the structures within thetread band 34. Each structure, or stud 100, includes a first circularend portion 110, a triangular second middle portion 120, and atriangular third end portion 130. The first portion 110 defines acircular flange portion for radially securing the stud 100, or providing“anchorage,” within the radially extending recess 3 of the tread band34. The structures 100 may be constructed of any suitably durablematerial, such as plastic.

The third portion 130 of the structure 100 further includes threeprojections 132 extending radially outward (with respect to the tire 1)for providing traction over ice by increasing the number of bitingpoints of a single stud. The projections 132 also provide a greaternumber of “biting” points for limiting road damage. The radially outerend portions 134 of the projections 132 may have a semi-spherical shapefor further limiting road damage. The triangular configuration of thesecond and third portions 120, 130 (and the correspondingly shapedrecess 3) maintain the rotational orientation of the structure 100 withrespect to the tread band 34. The projections 132 may extend radiallyoutward perpendicular to the surface 35 of the tread band 34 (FIGS. 1-2)or at an oblique angle to the surface 35 (not shown).

As shown in FIG. 4, alternative structures 200 may be received incorrespondingly shaped recesses 3 for securing the structures within thetread band 34. Each structure, or stud 200, includes a first triangularend portion 210, a triangular second middle portion 220, and atriangular third end portion 230. The first portion 210 defines atriangular flange portion for radially securing the stud 200, orproviding “anchorage,” within the radially extending recess 3 of thetread band 34. The structures 200 may be constructed of any suitablydurable material, such as plastic.

The third portion 230 of the structure 200 further includes threeprojections 232 extending radially outward (with respect to the tire 1)for providing traction over ice by increasing the number of bitingpoints of a single stud. The radially outer end portions 234 of theprojections 232 may have a semi-spherical shape for limiting road damagewhen engaging ice. The triangular configuration of the first, second,and third portions 210, 220, 230 (and the correspondingly shaped recess3) maintain the rotational orientation of the structure 200 with respectto the tread band 34. The projections 232 may extend radially outwardperpendicular to the surface 35 of the tread band 34 (FIG. 4) or at anoblique angle to the surface 35 (not shown).

As shown in FIG. 5, alternative structures 300 may be received incorrespondingly shaped recesses 3 for securing the structures within thetread band 34. Each structure, or stud 300, includes a first circularend portion 310, a triangular second middle portion 320, and atriangular, wider third end portion 330. The first portion 310 defines acircular flange portion for, along with the wider third portion 330,radially securing the stud 300, or providing “anchorage,” within theradially extending recess 3 of the tread band 34. The structures 300 maybe constructed of any suitably durable material, such as plastic, andthe projections 332 may be metal pins inserted into the third portion330.

The third portion 330 of the structure 300 further includes threeprojections 332 extending radially outward (with respect to the tire 1)from the third portion 330 for providing traction over ice by increasingthe number of biting points of a single stud. The radially outer endportions 334 of the projections 332 may have a semi-spherical shape forlimiting road damage when engaging ice. The triangular configuration ofthe second and third portions 320, 330 (and the correspondingly shapedrecess 3) maintain the rotational orientation of the structure 300 withrespect to the tread band 34. The projections 332 may extend radiallyoutward perpendicular to the surface 35 of the tread band 34 (FIG. 5) orat an oblique angle to the surface 35 (not shown).

Variations in the present invention are possible in light of thedescription of it provided herein. While certain representativeembodiments and details have been shown for the purpose of illustratingthe subject invention, it will be apparent to those skilled in this artthat various changes and modifications can be made therein withoutdeparting from the scope of the subject invention. It is, therefore, tobe understood that changes can be made in the particular embodimentsdescribed which will be within the full intended scope of the inventionas defined by the following appended claims.

1. A tire comprising: a carcass; a tread band having a radially outertread surface and a plurality of radially extending recesses; and ananti-slip structure disposed in one of the radially extending recesses,the structure including: a first end portion; a second triangular middleportion; and a third triangular end portion, the third end portionincluding three radially extending projections for providing tractionover ice, the shape of the radially extending recess corresponding tothe shape of the anti-slip structure such that the anti-slip structureis both radially and rotationally secured within the recess relative tothe tread band of the tire.
 2. The tire as set forth in claim 1 whereinthe three radially extending projections each have semi-spherical endportions for engaging the ice.
 3. The tire as set forth in claim 1wherein the three radially extending projections each extend obliquelyrelative to the radially outer tread surface.
 4. The tire as set forthin claim 1 wherein the three radially extending projections each extendperpendicularly relative to the radially outer tread surface.
 5. Thetire as set forth in claim 1 wherein the first end portion of theanti-slip structure has a circular shape.
 6. The tire as set forth inclaim 1 wherein the first end portion of the anti-slip structure has atriangular shape.
 7. The tire as set forth in claim 1 wherein the thirdtriangular end portion is wider than the second triangular middleportion.
 8. The tire as set forth in claim 1 wherein the three radiallyextending projections are pins inserted into corresponding recesses inthe third triangular end portion.